Improvement in velocipedes



UNITED STATES PATENT OFFICE.

JOHN H. DALE, OFPHILADELPHIA, PA., AND EDMOND HENDERER, OF WIL- MINGTON, DEL.; SAID DALE ASSIGNOR TO SAID HENDERER.

IMPROVEMENT IN VELOCIPEDES.

Specification forming part of letters Patent No. 155,183, dated September 22, 1874 ;.app1ication tiled April 18, 1874.

' To all whom it 'may concern:

Be it known that we, JOHN H. DALE, in the city and county of Philadelphia and State of Pennsylvania, and EDMoND HENDERER, of Wilmington, county of New Castle and State of Delaware, have invented certain Improve- `1nents in Hand-Propelling Road-Wagon, of

which the following is a specification:

Our invention relates to an adjustable stirrup connected to forward axle by shaft and bevels securely fastened, making a good and easily-managed steering arrangement- Figure l is avertical longitudinal section of velocipede. Fig. 2 is a plan of the same. Fig. 3 is an elevation of propelling apparatus. Fig. 4 is an elevation of self-adj ustin g stirrup. Fig. 5 is an enlarged view of ring and stirrup. Fig. 6 is a section of ring and stirrup.

A, the frame of wagon, is sufcently strong to sustain the weight necessary, and is well braced with cross-bar B and ring V. A kingbolt passes through the forward end of frame, which may be covered and ornamented in many different ways. An ornamented spring-seat, E, is erected at the rear end of frame, little forward of axle, enough to insure the weight to come between the axles. Immediately in front and at the center of seat is a hollow tube, F, which stands at any angle, and passes down and screws into a forked frame, G, with boxes at the ends of each arm of fork, through which axle H revolvesfreely. At a suitable place on axle between forked frame (which is spread suiiciently to allow the necessary machinery) is a bevel-wheel, I,

secured rmly to axle H, and is set in motion by pinion, the shaft of which passes through the hollow tube F, acting as a bearing. The upper end has a miter, K, operated by a miter, K', on cross-shaft or crank-shaft N, revolving in bearings at each end of forked frame M, which is screwed to upper end of tube F, and braced to frame A below by tubing O. The

position of crank-shaft N is the distance that is most convenient to revolve the cranks when a person sits upon the seat in a comfortable position, which is accomplished by lengthening or shortening the tube F, together with the shaft that passes through it. At the forward end on the cross-bar B and ring-V are placed boxes O C for horizontal shaft W. One end is provided with a double-ringed cross-piece, P. Inside of each ring we Aplace a revolving stirrup, Q, held in place by pins 1' r r, working in groove S. To the other end of shaft is secured a bevel-pinion, T, which engages in a large bevel, U, secured horizont-ally to the center of forward axle J, and is held firm by king-bolt D, and what is termed fifth-wheel V.

The operation of steering is accomplished by a person sitting, as above stated, in acomfortable position with his feet in stirrup Q, and when it is desired to change the course of wagon, it is, of course, necessary to depress one stirrup, the operation of which raises the other stirrup at the opposite end of crosspiece. Both stirrups will by this operation adjust themselves to a horizontal position, being arranged so as to revolve in the rings. rIhus it will be seen that the foot is not twisted, but remains in a natural position. One may be a little above the other, owing to the cross-piece being at an angle. Raising or depressing cross-piece revolves bevels on axles, and of course turns the wheels, varying the course of the wagon at the will of operator.

We claim- The selfadjusting stirrup Q, and crosspiece P, in combination with the steering apparatus, substantially as described.

JOHN H. DALE. EDMOND HENDERER. 

